Multiple control system.



Patented Mar. 25, I902.

- H. w. LEDNABD.

MULTIPLE CONTRUL SYSTEM.

(Apg alication flied In. '24, 1901.)

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MULTIPLE CONTROL SYSTEM.

(Applicntion filed Inn. 24, 1901.)

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No.-696,247. Patented Mar. 25, I902. H. W. LEONARD.

MULTIPLE CONTROL SYSTEM.

(Application filed Jan. 24, 1901.)

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Inventor Patented Mar. 25, I902.

H. W. LEONARD. MULTIPLE CONTROL SYSTEM.

(Application filed Ja.n 24, 1901.)

(No Model.)

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No. 696,247. Patented Mar. 25, I902.

H. W. LEONARD.

MULTIPLE-CONTROL SYSTEM.

(Appliution filed Jan. 94, 1901.) 7 (No Model.) 5 Sheets-Sheet 5.

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UNTTED STATES PATENT Orricn.

HARRY lVAllD LEONARD, 0F NEXV YORK, N. Y.

MULTIPLE CONTROL SYSTEM.

SPECIFICATION forming part Of Letters Patent NO. 69632427, dated March 25, 1902.

Application filed January 24, 1901. Serial No. 44,565. (No model.)

To (bl Z whom it may CON 0077b.

Be it known thatLHARRY WARD LEONARD, a citizen of the United States, residing in the borough of Manhattan, in the city and State of New York, have invented a certain new and useful Improvement in Multiple Control Systems, of which the following is a specification.

My invention relates to the electric transmission of power; and my principal object is the operation of electric translating devices in such a way that one or more of such devices can be controlled from several different points.

One of the most important applications of my presentinvention is the si in ultaneons control of a plurality of electric motors located upon different cars composing a train, so that from any one of several different cars the motors can be operated at any desired speed and in either direction, while at the same time they willoperate in harmony, dividing the load approximately in proportion to their capacity.

My invention is also capable of use in the operation of electric motors used for other purposesas, for example, in connection with pumps, swinging bridges, elevators, cranes, guns, propellers, rudders, metal-rolls, moving sidewalks, piintingpresses, cable powertransmitting devices, as well as valves and governors of engines, turbines, dsc. My invention is, however, not limited to the control of electric motors; but maybe utilized in controlling the voltage or the current supplied to other electric translating devices,such as electric lights, electric heaters, rheostats, circuitcontrollers, electric furnaces, storage bat teries, electrolytic cells, and, in fact, mechanism in general operated or controlled from several points through the agency of electric energy.

In order that my invention may be better understood, attention is directed to the accompanying drawings, forminga part of this specification, and in which- Figure 1 is a diagram illustrating two carsconnected together to form a train, each being equipped with two operatingnnotors and each being provided with corresponding con trolling mechanism, the original source of power being illustrated as a three-phase supply-circuit, with which collecting devices carried by the several cars make contact; Fig. 2,

a corresponding view illustrating three cars mechanically connected to form a train, two of them being equipped with propelling-motors, all of them with controlling-rheostats, and one only with a source of power and of current for the operating-motors; Fig. 3, a similar view illustrating the connections which may be employed when the current through the generator-field or other device is to be controlled from several different poin ts,

but not reversed,and in which case three wires only are necessary; Fig. 4, a corresponding View illustrating two connected cars each equipped with two propelling-n1otors, a dynamo-electric generator, and an exciter of variable and reversible electromotive force, the original source of current being indicated as a three-phase circuit, and wherein also only three wires between the cars are necessary; Fig. 5,a corresponding view showing two cars, the propelling-motors of which are controlled by the counter-electromotive-force system described and claimed in my Patent No. 572,903, the original source of current being continuous; and Fig. 6 a corresponding view showing a system substantially like that illustrated in Fig. 1, except that the exciter is driven by a separate small motor-in the presentinstance a three-phase motor.

Referring [irst to Fig. 1, two cars I II are diagrammatically illustrated, the first being propelled by motors ll M and the latter bein g propelled by motors M M The cars are mechanically connected to form a train and are electrically connected for the control of the several motors, as will be explained. A train may obviously be composed of more than two cars. The source of current illustrated is a three-phase circuit extending parallel to the track and with which collecting devices T and T on the cars are in constant contact.

If desired, the three-phase circuit may be supplied with current from a feeding-circuit F G, connecting either directly to the three-phase circuit orby means of a step-down static transformer L. On each of the cars I illustrate motors A A respectively, which may be three-phase motors of the desired capacity and receive current either directly from the collecting devices T or through the intermediate static transformers S S The armature-shaft of the motor A drives a continu ous current generator G, and the armatureshaft of the motor A drives a continuous-current generator G The armatures of the motors M M are connected in parallel and receive current from the generator G. The arm atures of the motors M? M arealso con-,

nected in parallel and receive current from the generator G Each of the cars isprovided with four conducting-wires l 2 3 4, which are'adapted to be connected by suit able couplings with the correspondingwires of the adjacent cars, as shown. p The fields of all the motors M" M M 'M are connected across the wires 1 2. The fields of the'generators G G are connected across the wires 3 .4. The armature of the motor A drives a small generator or exciter E, while a corresponding generator or exciter E is driven by the motor A The armature C of the exciter Elis connected across the wires 1 2,

and the armature C of the generator orexciter E 1s connected acrossthe same wires, whereby the circuit 1 2.will be supplied with .a current of constant electromotive' and'with the circuit 3 4 and by means of the motors A and A to be operating, that-the handle of the reversing-rheostat R occupies a neutral position, and that the brushes of the exciter E are raised, so that no current will be supplied by that exciter, it will be seen that by properly manipulating the handle of the rheostat R the current suppliedto the circuit 3 4, and consequently to the fields of the generators G and G can be correspondingly increased or reduced or reversed, whereby the electromotive force, as well as v the direction of current supplied by said generators to the armatures of the propelling-mo; tors, isunder absolute control;- Inthis way itis possible to secure any desired speed up to maximum in either direction of rota tion' of the motors M Man'd M? M?, and if these motors are practically identical they will at all times divide the load equally between them. It may sometimes be necessary to adjust, the brushes or thefield strengthof i the propelling-motors in order, that they.may

bemade practicallyidenticalin capacity; but after such adjustment they will continue to dividethe load equally, commerciallyspeak ing, even when thel speedis varied greatly or first instance, so asvto' divide the load propor tionately or to compensate for any variation. which may take place between them in use,. as, for example, when the wheels driven by one motormay become worn, and thereby become smaller in diameter. If instead of operating the reversing-rheostat'R, its handle is set to the neutral position and the brushes of the eXciter E are raised and those of theexciter E are again engaged with its c0mmu-' tator a manipulation of the reversingrheostat R? willeffect a controlof the electromo= tiveforce and direction of the current supplied by the exciter E? to the circuit 3 4,so as to simultaneously vary the strength or reverse the fields of the generators G and G wherebythe speed of the several propelling-motors can be controlled, simultaneouslyfrom the car 2; While I'have illustrated and have re? ferred to a three-phase motor on each car for the purpose of driving the continuous-cum rent generator .G or G it. will be: obvious thatin many cases any other motor, electric or mechanical, can be utilized for this pur: pose. When it is desired. to stop the train or a single car equipped as explained, the open ator (assuming the rheostat R' to be inuse) moves the operating-handle thereof through the whole extent of its resistance until the handle reaches the neutral position, thereby resulting in a gradual reduction of the ourrent in the circuit 3 4, efiecting a gradual reduc'tionv of the fields-0f the generators G.and

G and efiecting a consequent-reduction in the elect-ro'motive force supplied to: the pro-v pelling-motorsof the rheostat reaches its neutral position, no Current will be supplied to the circuit 3 4 or by the generators G and G tofthe propels ling-motors. Underthese conditions of weak- When the operating-handle IN,

ening the fields of .G and G if the electromo:

G andGi, whichact as motors todrive the motors A .A as generators supplying current into the supply-circuit, thereby reducing the energy required tor the operation of other trains on the same line-from theoriginal source of power. and makingit. possible to, stop the locomotive withoutlmechanical brakes. To reverse the direction of movement, the operator moves the handle of therheostat R or R as the case may be,.past the central or neutralposition, thereby reversing the field magnetism of thegenerators G and G simultaneously, and iftthe rheostat-handle is further moved to cutout more vor less of the resistance the electromotive force of the generators will gradually and simultaneously increase up to the maximum in the .reverse sense, thereby gradually increasing the speed of the propelllngmotors in the opposite direction.

In Fig. 2 I illustrate a train comprising three cars A B 0, through all of which extend the circuit-wires l 53, forming the constantelectromotiveforce circuit, and the circuitwircs 3 at, forming the variable and reversible electromotive-foree circuit. The car C is illustrated as being furnished only with a single reversing-rheostat R by means of which current from the circuit 1 2 can be supplied to the circuit 3 .4; and varied in amount or reversed in sense, as will be understood. The car 13 is provided with a re versing-rheostat R similarly connected; but said car is also shown as beingequipped with propelling-motors M M the fields of which are connected in parallel with the circuit 1 2, and the armatures of which are connected in parallel with a circuit supplied from the generator G of the car A. The car A is provided with the same equipment as the cars shown in Fig. 1, except that the static transformer between the collecting devices T and the motor A is not illustrated. It will be seen that by manipulating either of the rheostats R, R or R the operating-handles of the other rheostats being maintained in a neutral position, the current supplied to the circuit 3 at can be varied or reversed, thereby elfecting a reduction in the field strength of the generator G or securing a reversal of that field to secure any desired variation in the electroinotive force or direction of current supplied to the several propelling-motors, whereby their speed will be simultaneously increased or diminished, while at all times they will maintain their proper proportion of the load. In this way the train as a whole can be effectively controlled from any one of the cars.

Referring to Fig. 3, I illustrate an arrangement of circuits whereby a translating device, illustrated diagrammatically as a magnet (Z, may be controlled from any one of a number of points A, 13, or C, which may correspond with the cars of Fig. 2. A generator G, driven from any source of poweras, for example, by a motor receiving current from a suitable trolley system-supplies current to wires to and c, which are connected together from car to car. Arranged on each of the cars is a rheostat c c 6 respectively, connected between the wire 0 and a wire Z), extending parallel therewith and between which and the wire a the translating device (Z is connected in parallel. It will be seen that by operating either of the rheostats e, e, or e, the others being open, the current supplied to the translating device can be increased or diminished at will to properly control the latter and any devices affected by it.

In Fig. -l I illustrate means for controlling a plurality of motors or other electric translating devices both as to their speed and as to the direction of rotation of their armatures or other movable elements from any point on plied by a circuite 5 6.

a circuit of three wires. A controlling-motor a is of any suitable type, electric or mechanical; but forthe purpose of illustration I have represented it as a three-phase motor sup- The motor a drives the armature of a small shunt-dynamo II, which supplies current to the field of a controlling continuous current generator F through a reversing-rheostat R, whereby the electromotive force and direction of current supplied by the exciter H to the field of the generator F may be varied or reversed, as may be desired. Thus the armature of the generator F will. be driven by the motor Ct at a practically constant speed in a field whose strength can be varied and its polarity reversed at will. The current therefore supplied by the generator F to the circuit-wires 2 3 will be of a variable and reversible electromotive force. The car 13 is likewise provided with an operating-motor a, driving a shunt-dynamo H, which supplies current to the field of a controlling continuous current generator F through a reversing-rheostat R as with the car A. G G represent two continuous-current generators driven from any suitable source of power, electrical or mechanical, and which may be separated to any desired extent, one, for example, being mounted on one of the cars A constituting a train and the other on another of such cars 13, assuming the invention to be utilized for the controlling of the propelling-motors of a train composed of a series of motor-cars. Thus in Fig. & I illustrate the generator G on the carAas being operated bya three-phase motor A and the generator G on the car 13 as being operated by a three-phase motor A as in Fig. 1. The fields of the continuous-current generators G G are connected in parallel with the circuit 2 3, whereby the strength of such fields can be simultaneously varied and their polarity simultaneously reversed at will to permit such generators to supply currents of corresponding electromotive force and direotion at all times. The armature of the generator G is connected by a series-parallel switch K with the armatures of the motors M M, and the armature of the generator G is connected by a series-parallel switch K with the armatures of the propelling-motors M M The series parallel controllingswitches K and K are of any common form by means of which the armatures of the motors M M or M M may be connected in series or in parallel with each other. The fields of the motors M and M are connected in parallel with a circuit 1 2, supplied with current of constant electromotive force from the exeiter ll, as shown. In the field of each of the propelling-motors M M or M M is preferablyplaced a small controlling-rheostat r, by means of which each of the motors may be adjusted so as to always assume its proportionate share of the load and by means of which the adjustment so effected can be varied when for any cause that is nccessaryas, for example, when the wheels driven by that particular,

motor become worn and, of reduced diameter.

Acontrolling-rheo'stat Hmay'also be mounted in the common circuit leading to the fields of the two motors M M or M M? for, each locomotive and by means of which both motors may simultaneously be varied when desired,

in orderithat one locomotive as a unit may as-.

sume its desired or proportionate share of the, load imposed on the train. A small rheo stat r in the field-circuit of the e citerH is also employed for the purpose of controlling the electromotive force thereof. In operation, as-

suming the motors a a and generators G G to be rotating at the proper approximately con stant speedand thehandle of each of the rheostats RR to be inits central or neutral position current of constant electromotive force current will be generated inthe.circu it 2 3,

so that. the fields of the generators Gan'dG? will not be excited, said generators will gen:

erateno current, and the motors M M? will therefore he at, rest. ,Bygraduallynnoving the handle of the rheos tat R, for example, current in ne direction or the other willhe perm ed t nergiz t l f h co tr lling-generator F,with the desired polarity and with gradually-increasin g strength, whereby a current of gradually-increasing electromotive force will be genera ted in the circuit 2 3. The strength of the fieldsof, the generators G and G will be correspondingly increased and a current of gradually increasing electromotive force'will be generated by the gen: erators. G and G v to supply themotors M and M which will start to operate at'a graduallyincreasing speed, In this way obviously the speed of. the motors M and M? can he simultaneously controlled and the direction of-their, armaturesreversed by either the rhe ostat R or; R? or.by means of any other rheostat having the capacity 0t varyingthe electromotive force and the direction of current supplied to the circuit 23, it being understood that the rheostats whicharenot operating are main: tained in their neutral positionand that the adjacent exciting-generators; III-l, 850., are out of circuit. Obviously by connecting to the circuits 1,2 and 2 3 .a. controlling appa; ratus comprising a motor a, an exciter H, a controlling-generator F, and'arheostat B, as explained, thespeed of .the propelling-motors can be simultaneously controlled and thediQ rection of rotation of their arm'atu res reversed from any other pointon the circuit composed of the three conductors l 2 3. Instead of va:

rying the electroniotive force of the controlling-generator F, by producing Variations in the field strength thereof, it will of course be understood that the result can be secured in other ways familiar to those skilled in the art,as, for example, by varying the speed of rotation of the armature of the controllinggenerator or by reversing the sense otrota'f tion thereof when a reversal of the polarity,

of the generators G and G is desired.

In Fig. 51 illustrate the connections which may housed in two connected .cars when'the original source of current isunidirectional' and. of constant electromotive force and wherein may be employed a counter-'electro-f motive-force system, as I describein myPatw ent No. 572,903, for controlling the. several motors. 1 2 represent a circuit of constant electromotive force and of continuous current, and, 3' 3 4t t'collecting, devices carried by the two carsg On the car A is a shuntmachine A its field and armature being connected across the collecting devices 3 3, as

shown]OnthecarBisacorrespondingshunt- 1nachine A similarly connected. The machine A is mechanically'connected with the armature of the dynamo-electric machine B and the machine A is mechanically connected of A and B are mounted on the same shafts,

as. is common in the construction of motorgenerators. The armatures of the propellingmotorsM and M respectively,are connected, as shown, in series with the armatures of the dynamos A B and A B, so that each of said propelling-motors will be connected in a local loopon its respective car. Connecting the carsarethewiros l 2 3 4, as in Fig. 1, l and 2 being a circuit of constantelectromotive force and 3 and 4 a circuitof variable and reversible electromotiveforce. The circuit 1 2 is supplied by connections 1 2 from the source of supply, as shown, and each of the circuits 1K2? is .provided with a reversingrheostat R .B. therein, by means of which the current in the circuitl 2 may be reversed in sense when it is desired to reverse thedirec-j tion' of rotation of the propelling-motors M M The fields of said propelling-motors are connected across the circuit-1 2, as shown, so

thatsaid "fields, will. be all times energized by a current of constant electrom otive force. The circuit 3 t is supplied from the source of supply by wires 3 4 as shown, and incach of said circuits is a controlling-rheostat R R as. shown, by meansofwhich the amount and i the directionof the current supplied to the circuit 34 may be controlled. The operating handle of each of the rheostats R R ishpreferably arranged to be returned automatically by means of a spring or weight, as is common in theart,'to the position inwhichthe' cur: rent supplied to thecircuit 3 twill energize the fields of the dynamo-machines B and-B whereby the electromotive force of such dynamos will be equal and opposite to the line 90 with the armature of theIdynamo-electric I have referred to these ele-' electremotive force, so that in case of accident the train will automatically come to rest. each circuit 4C is mounted a circuit-breaker D B, arranged to be manually opened or closed by the operator, while in circuit with the armature of each of the dynamo-machines A A is a circuit-breaker F D H of common form, arranged to break the circuit when the supply-voltage fails from any cause or when a current of objectionably high amperage influences the same. Shunting each of the autom atic circuit-breakers F D His a resistance Res. In order to protect the dynamos B B and the motors M M from destructive currents, Ialso preferably place a circuit-breaker D II in each of the local loops A 13 M or A 13 M whereby said circuit brealters will open said circuits when a destructively large current influences the same. In operation let it be supposed that from any cause there is no voltage on the line-circuit l and that the train is at rest. The circuit-breakers F D II are all open, and the resistances Res will therefore be in series with each of the shunt-machines A and A". The controllers R R have been moved by their automatic springs, so that there is no resistance in series with the fields of the regulating-machines B B, and the connections are such that the electrometive force of A and D and A and B" will be counter 'to each other in the loops A 13 M" and A BM Assume now that the full electromotive force is impressed on the main circuit 1 2. This excites the fields of the dynamos A B A B and of the motors M M and current will also flow through the resistances Res and the armatures of the dynamos A A. The dynamos A A", operating as mo tors, start into motion and accelerate both themselves and the dynamos l3 13. Since the dynamos A I3 and A B are operating in full fields and are counter to each other in their respective loops, their full electrometive forces will be equal and opposite, and no current will fiow through the armatures of the motors M and M Hence no power will be consumed in bringing the dynaulos A B and A 13 up to their full speed except the friction load. Assuming that the line-vob rage in the circuit 1 2 is five hundred and fifty volts, that the resistances Res are each 2.5 ohms, and that twenty amperes are required to operate the dynamos A A" after they have been accelerated, then fifty volts Will be dropped upon each resistance and the dynamos A B and A" B will be producing nearly five hundred volts. The operator now closes the circuit-breaker F D II on the car from which the train is to be controllcd for example, car Acutting out the resistance and bringing up the dynamos A B to their full speed. There will still be no current of any consequence in the loop A 13 h The operator now closes the circuit-breaker F D II successively on the other cars of the trainuntil the dynamos on those cars are also brought up to full speed. He next sees that all the circuit-breakers D 13 in series with the various controlling-rheostats are open except the one in series with the controlling-rheostat which he intends to use. If he has been using a cer tain one and wishes to use another, he must first close the circuit-breaker D B at the controlling-rheostat he intends to use and then open the corresponding circuit-breaker at the controlling-rheostat he is leaving, so that the fields of the dynamos B B will not be opened in the operation. It will be seen thatif this were done the dynamos and B would not generate a counter electromotive force to the line, and hence the full unbalanced line electromotive force would influence the propelling-motors M M". To meet such a contingencyas this,I have made use of the automatic circuit-breakers D II, as explained. By now operating the handle of the controlling-rheostat It, for example, on the car A, the fields ol' the dynamos B and Bcan be similarly and simultaneously weakened, as I describe in my said patent, thereby reducing the counter electromotive force generated by said dynamos and permitting current to llow through each of the local loops to correspondingly actuate the propelling-niotors. \Vhen the entire resistance of the controlling-rheostat R has been cut in, a further movement of the handle may actually break the circuits 3 P, so that no current will influence the circuit 5 I, and the lields ot'the dynamos B 13 will hence be ml. The dynamos BN3 will therefore generate no counter electromotive force, and hence the full linevoltage will be permitted to influence the propelling-motors M M By now moving the handle of the controllingrheostat R slill farther the direction of current in the circuit 3 4L will be reversed and will be gradually increased in amount. The dynamos I3 13 will therefore act as boosters, adding their electromotive force to that of the line, so that when they are operat ing at their maximum duty the voltage applied to the motors M M will be practically double that of the line-voltage. hen it is desired to reverse the direction of rotation of the propelling-motors M M the result may be secured by operating the reversingrheostat R B when the electromotive forces of A" and B are counter and approximately equal, which will reverse the current in the circuit 1 2, and thereby reverse the polarity of the meter-fields. Instead of performing these operations a rheostat may be placed in the field of the dynamos A A, so that by weakening said fields the electromotive force of the dynamos B will exceed that of the dynamos A A causing current to flow in the opposite direction through the local loops to reverse the direction of rotation of the propelling-motors.

Referring to Fig. 6, an arrangement closely analogous to that illustrated in Fig. l is shown, with the exception that the exciters E and E are driven from small independent motors I M and I Min the present instance three- 45 alternating current or electric current adapt;

ed to produce another by induction can be,

' phase motors.

I also show the field of each of the exciters E and E as being controlled by a small rheostat r corresponding to the controlling-rheostat'of the exciter H of'Fig. 4-;

In other respects the constructionand operas tion of the parts shown in this figure will be clear to those skilled in theart. In some instances the machinesA and G need not necessarily be separate machines,-

since any known form of electric-energy transformers may: be employed which will receive electric energy in any suitable form and deliver acontin nous current of controllable electromotive force instead of the separate ma- In someinstancesinstead of employ-- chines. ing dynamo-electric generators for exciting the fields of the propelling-motors or for sup-i plying other circuits used in the, apparatus other forms of current-supply can be utilized-as,-for example, primary or secondary batteries, thermoelectric generators, or magneto-machines. It will, furthermore,be understood that other forms of generators and motors can be utilized from those shown-as,. for example, the generators may be compound wound and the motors may be series wound.- Furthermore, it will be obviousthat all known I forms of series parallel control may be used in connection with the motor-armatures. "It

will also be understood that instead of revers-V ing the rotation of the lnotorrarmatures by reversing the current in the supplying-generators therefor the current supplied by the generators maybe maintained in a constant direction and a reversing-switch be interposed between the same and themotor-armature for reversing the current in, the latter, or the .field of'the motor maybe reversed. It will also appear from my description that instead of operating the several con; trolling-motors or the motors for driving the generators by electric energy mechanical mo-l tors for thepurpose maybe utilized and that instead of using a three-phase current, as explained, a single-phase or any other form of employed.

. By the use of the term transformer of electric'energ-y, as usedrby me in thefollowing.

claims, I mean to include any and all forms of devices which receive electric energy in one winding and as a result thereof simulta-- neously deliver electric energy from another winding. By source of alternating electromotive forceor-alternating current Imean to include any variable 5 current which 'produces another current byinductive action.

I dov not claim herein the arrangement of my system involving the use of three conductors on the train, nor do I claim herein the method of controlling electric 'motors described herein, since both thosefeatures of my invention are embodied in separate divisional applications.

. Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is as follows:

. 1. The combination of two dynamo-electric machines v each having a separately-excited field and means by which both fields can be similarly varied from two different places,

substantially asset forth. v

2. Thecombination of-two dynamo-electric machines each having a separately-excited field and means by which both fields can be similarly varied and reversed fromtwo difierent places-substantially as set forth. 7

3. The combination of two dynamo-electric generators each havin g a separately-excited field, an electric motor'connected to each of the said generators, and means at two different places for similarly controlling the electromotive force ofthe twogenerators, for the purpose of similarlyvarying the speed of the two motors,substantially as set forth. 1

4. Two electric vehicles,each equipped with an electric motor, a dynamo on each of the said-vehicles for supplying its respective motor andmeans'on each vehicle by which the,

voltage produced by. the dynamos can be'similarly varied from a controllingpoint on each vcar, substantially as set forth,

5. A source of alternating current, an elec trio railway supplied thereby, a train of cars on said railway, moving contacts for leading the alternatingcurrent upon the train of cars, an alternating: current-motor on the said train, a continuous-current generatordriven by the said alternating-current motor and having a separately-excited field and means on two or more different cars of the train for controlling the field strengthof the-continuons-current, generator .for the purpose of thereby controlling its electromotive force,

and-motors on different cars which aresupplied by the said generatorand whose speed can thus be similarly varied from several points on the said train,.substantially-as set fortl1.. .i w

6. A source ofalternating electromotive force, two or more vehicles on an electric railway suppliedfrom said source, each vehicle having a motor-generator consisting of an alternating-current motor and a,continuouscurrent generator, an electric motor on each vehicle supplied from the generator on, that too vehicle, and means on eachvehicle-for controllingfrom that vehicle the speed; of the motorson both vehicles, so that the two vehicles can be operated as a train and controlled from each vehicle atwill, substantiallyvas set forth. 4 l a y 7. Two cars operated as a train, each car having its own motor, a. continuous-current generator-on each car for supplying current to the armature of its specific motor, a source of. constant electromotive force and continuous current on each car for separately excitingithe field of. the generator of that car, 3.

system of wiringconnected between the cars I so that the separate exciter of either car can be used to excite the fields of both generators and controlling means on each car by which the field strength of the generators on both cars can be similarly and simultaneously varied from either car at the will of the opera tor, so that the two cars can be made to operate similarly in the train and the motors will divide the load proportionately, substantially as set forth.

8. A system of four wires extending along a train of cars and connected between the cars, a source of constant eleetromotive force and continuous current connected between one pair of wires, translating devices connected between the second pair of wires, and a reversing-rheostat connected between the first pair and second pair of wires, so that by manipulating the said reversing-rheostat the current supplied to the translating devices can be varied in amount and reversed in direction, substantially as and for the purpose set forth.

5). In an electric railway, a train of cars, a pair of conductors connected to a source of constant electromotive force and continuous current, and extending along the train, a second pair of conductors extending along the train and having the field-magi'iet of a dynamo-electric machine connected therewith, and on several different cars, a rhcostat and reversing-switch for connecting the second pair of conductors with the first pair so that by manipulating any one of the said reversing switches and rheostats, the field'maguetism of the dynamo-electric machine can be varied in amount and reversed in sense, snbstantially as set forth.

10. A pair of conductors connected to a source of constant electromotive force and continuous current, a second pair of wires which at several different points can be connected to the first pair through a reversingrheostat,the field-magnets of several dynamos connected across the second pair of wires and a motor connected with each of the said dynamos, so that by manipulating any one of the said rheostats the field-magnetism of the dynamos can be varied and reversed and the motors thereby similarly and simultaneously varied in speed and reversed in direction of rotation, substantially as set forth.

11. A source of alternating current, an electric railway supplied thereby, several vehicles coupled together mechanically to form a train, an electric motor of continuous current on each of the said vehicles, means on each of the said vehicles for transforming the energy of the alternating current into a continuous current of variable voltage and supplying such continuous current of variable voltage to its respective motor, and means on each of the said vehicles for simultaneously and similarly controlling the voltage of the continuous-current energy, so that the speed of the meters of the several vehicles can be si milarly and simultaneously controlled from either of the vehicles at the will of the operator, substantially as set forth.

12. A source of alternating current, an electric railway supplied thereby, several vehicles on said railway coupled together to form a train, means on each vehicle for transforming the alternating-enrrent energy into contin nous-current energy, an electric motor on each of the said vehicles supplied by said contin nous current and means on eachof the said vehicles by which from any one of the vehicles the motors of the several vehicles can be varied in speed and reversed in direction similarly and simultaneously, substantially as set forth.

13. Two electric vehicles in a train, each having upon it the following apparatus: a continuons-current propelling motor, a contin nous-current dynamo connected to the said motor, and a source of constant electromotive force for exciting the field-magnet of the said dynamo and connections between the armatnres of the said dynamo and the said motor; a rheostat on each vehicle for controlling the electromotive force ofits dynamo; a system of wiring between the cars by which the said dynamo field-magnets can be similarly and simultaneously varied by manipulating either one of the said rheostats, so that the operator can, from either vehicle, similarly and simultaneously control the movement of both vehicles in a train, substantially as set forth.

1-1. A source of alternating current, an electric railway supplied thereby, two vehicles coupled together to form a train, an electric motor on each vehicle, regulating means on each vehicle for varying the voltage of the energy supplied to its motor, a system of wir ing between the vehicles connecting together the said regulating means, and means on each vehicle by which the operator can similarly and simultaneously control thespeed of the motors on the two vehicles, substantially as set forth. 7

15. An electrically-operated vehicle having upon it a generator of continuous current, a source of continuous current for separately exciting the field-magnet of the said generator, a propelling-motor electrically connected with the said generator and'a rheost-at for controlling the field of the generator; another electrically-opcrated vehicle coupled with the first to form a train, and wires between the two vehicles, connecting the said rheostat with another rheostat on the other vehicle so that an operator on either vehicle can, by manipulating the rheostat on that vehicle, similarly and simultaneously control the movement of the two vehicles as a train, substantially as set forth.

16. A source of electric energy, a multiplearc distribution leading therefrom, an electric railway supplied thereby, several vehicles on said railway coupled together to form a train, an electric motor on each of the said vehicles, means on the train for controlling ICC the electromotive force of a source of electric energy supplying energy to one element of the motors, and means on each of the said vehicles by which the operator can, from that particular vehicle, vary the electromotive force of the energy supplied to the motors, for the purpose of varying the speed of the motors, substantially as set forth.

17. A source of electric energy, an electric railway supplied thereby, several vehicles on said railway coupled together to form a train, an electric motor on each vehicle, a transformer of electric energy one of whose windings is connected with the armature-terminals of the said motors and means on several vehicles by which from each such vehicle the operator can control the energy supplied to the several motors, for the purpose of controlling them similarly and simultaneously, substantially as set forth.

18. A source of electric energy, anelectric railway supplied therefrom,a revolving transformer on the train receiving electric energy from the source and delivering electric energy to the propelling-motors of the train, and means on several different cars of the train whereby an operator on any such car can control the speed of the several propelling-motors simultaneously and similarly, substantially as set forth.

19. A source of electric energy, an electric railway supplied thereby, a circuit parallel to the railway, moving contacts for leading the current upon a train having several cars, one or more of the cars havinga propelling-motor, a revolving transformer of electric energy on thetrain receiving energy from the source and delivering energy to the armatures of the said motors, and means on several different cars, by which from any such car the voltage of the energy sripplied to the said motors can be controlled and. varied at thewill of the operator, substantially as set forth.

20. A train of cars, several of the cars having electric propellingmotors, asource of electric energy on the' said train for supplying the said motors, and means on several of the cars by which from any such car the-eu ergy supplied to the several motors 'can be simultaneously and similarly varied, substantially as set forth. e

21. A train of cars, several of the cars having propelling-motors, a local circuit on the train, containing the armatures of the several motors, and means on several different cars by which from any such car the operator can vary the electromotive force generated in the said local circuit for the purpose of varying the speed of the motors, substantially as set forth.

22. A source of electric energy, a revolving transformer of electric energy whose primary is connected with said source and whose secondary contains the armature of an electric motor and means at several difierent points for'controlling from such a point the speed .of said electric motor, substantially as set forth.

23. A motor supplied with energy from the secondary of an electric-energy transformer and means at two or more different points for controlling the electromotiveforce of the energy developed by the secondary of the said transformer, substantially as set forth.

24. Asource'of alternating current, means for transforming the alternating current into a unidirectional current, a translating device supplied by said unidirectional current, and means at two or more different points by which from each of said points the electromotive force of the said unidirectional energy'can be varied at the will of the operator, so as to vary the electromotive force upon the said translating device, substantially as set forth.

25. Several electric motors workingin unison and dividing a certain load, a source of electromotive force connected to the said motors,and means at two or more different points for controlling the electromotive force of the said source for the purpose of similarly and simultaneously controlling the speed of the said motors, substantially as set forth.

26. A source of electric energy, several sec-.

ondary sources of electromotive force derived therefrom and means at two or more different points for similarly and simultaneously varying the electromotive force of the said secondary sources independently of the electromotive force of the-original source, substantially as set forth.

27. A source of alternating primary current, a unidirectional secondary current prolarly controlled from zero to the maximum electromotive force,substantially as set forth.

29. The combination of twoindependent sources of electromotive force, and means at two different places by which the electromotive forces of the two sources can be simiw larly controlled from zero to the maximum spective motor, and means on each vehicle by which the electromotive forces produced by the said two sources of electromotive force a can be similarly and simultaneously controlled, substantially as set forth.

31; A source of electric energy, an electric railway supplied thereby, several vehicles on said railway coupled together to form a train, an electric motor on each vehicle, a transformer of electric energy one of whose windings is connected with one element of each of the said motors, and means on several vehicles by which from each such vehicle the operator can control the energy supplied to the several motors for the purpose of controlling them similarly and simultaneously, substantially as set forth.

32. A source of electric energy, an electric railway supplied therefrom, a revolving transformer on the train receiving electric energy from the source and delivering electric energy to one element of a propelling-motor upon the train, and means on several different cars of the train whereby an operator on any such car can control the speed of the propelling-motor, substantially as set forth.

33. A source of electric energy, an electric railway supplied thereby, a circuit parallel to the railway, moving contacts for leading the current upon atrain having several cars, one or more of the cars having a propellingmotor, a revolving transformer of electric energy on the train receiving energy from the source and delivering energy to one element of each of the said motors, and means on several different cars by which from any such car the voltage of the energy supplied to the said motors can be controlled and varied at the will of the operator, substantially as set forth.

34. A train of cars, several of the cars having electric propelling-motors, an electromotive force producing winding connected to one element of each of the motors, and means on several of the cars by which from any such car the electromotive force produced by the said electromotive force producing winding can be simultaneously and similarly varied, whereby the several motors are similarly and simultaneously controlled, substantially as set forth.

35. A source of electric energy, a revolving transformer of electric energy whose primary is connected with said source and whose secondary contains one element of an electric motor, and means at several different points for controlling from such a point the speed of said electric motor, substantially as set forth.

30. A dynamo-electric generator having a separately excited field, two independent dynamo-electric machines either of which can be employed at the will of the operator for exciting the field of the said generator, and means for reversing the field of the generator, substantially as set forth.

37. The combination of two motors each independently supplied with energy by an electric generator, and means by which the electromotive forces of the two generators can be similarly varied for the purpose of similarly controlling the speed of the motors, substantially as set forth.

38. The combination of two motors, cachindependently supplied with energy by an electric generator, and means by which the electromotive forces of the two generators can be similarly varied and reversed for the purpose of similarly controlling the speed and direction of rotation of the rotating element of the motors, substantially as set forth.

'39. Two translating devices, each having in series with it an independent electromotiveforce-producing device, and means by which the electromotive forces developed in series with the two translating devices can be similarly and simultaneously varied,substantiall y as set forth.

40. Two translating devices, each having in series with it an independent electromotiveforce-producing device, and means by which the electromotive forces developed in series with the two translating devices can be similarly and simultaneously varied and reversed, substantially as set forth.

41. An electric motor one of whose elements has in series with it an electromotive-forceproducing device, and means at several differentpoints for controlling the electromotive force produced by the electromotive-forceproducing device, whereby the speed of the motor is controlled, substantially as set forth.

42. An electric motor one of whose elements .has in series with it an electromotive-forceproducing winding, and means at several different points for controlling at that point the magnetic field aifecting the said electromotive-force-producing winding, substantially as set forth.

43. Two electric motors working upon a common load and whose armatures are in multiple-arc relation with each other, a source of electromotive force in series with the armatu res of the motors, and means for controlling from zero to a maximum the electromotive force produced by the said source, whereby the speed of the said meters is similarly controlled, substantially as set forth.

44. Two electric motors working upon a common load and whose armatures are in multiple-arc relation with each other, a source of electromotive force in series with the armatures of the motors, and means for controlling at several difierent points from zero to a maximum the electromotive force produced by the said source, whereby the speed of the said meters is similarly controlled, substantially as set forth.

45. A source of alternating current, two revolving transformers of electric energy connected therewith, and an electric motor one of whose elements is supplied from one of the said transformers and whose other element is supplied from the other transformer, substantially as set forth.

46. A source of alternating current, two independent transformers each of which transforms the alternating current into a unidirectional current, and an electric motor whose two elements are supplied by unidirectional currents from the said transformers, substantially as set forth.

47. A source of alternating current, an electrically-propelled vehicle operated thereby, means upon the vehicle for transforming the alternating current into a unidirectional current, and a propelling-motor for the vehicle, one of whose elements is supplied by the said unidirectional current, substantially as set forth.

48. A source of polyphase currents, two independent revolving transformers of electric energy connected therewith, each of whichtransforms the polyphase current into unidirectional current, and an electric motor Whose two elements are supplied with unidirectional current from the two revolving transformers, substantially as set forth.

49. The combination of several dynamoelectric machines whose fields are in multiple with each other, and means for simultaneously and similarly varying and reversing the said I fields, substantially as set forth.

50. A moving load which is retarded by the production of electric energy, a translating device, and a revolving transformer which receives such electric energy, transforms it and delivers it to said translating device in the form of alternating-current energy, substantially as set forth.

51. A moving load which is retarded by the production of unidirectional electric energy,

. thereby, a revolving transformer of electric energy upon the vehicle, a propelling-motor which utilizes said transformed energy, a second .electricallypropelled vehicle mechanically connected to the first vehicle, and

means on each vehicle by which from that vehicleboth vehicles can be simultaneously controlled, substantially as set forth.

54. Several electrically-propelled Vehicles, each having several driven axles and. each driven axle having its own driving-motor, mechanical couplings between the several vehicles, a source of electric energy on oneor more of said vehicles, circuits extending throughout the several vehicles and to which said source or sources and said motors are connected, the connections of the motors being such that each motor will assume its proportionate share of the total load in starting and operating at various speeds, and a controlling device on each vehicle by means of any one of which the energy developed by.

said source or sources and hence the energy delivered to said motors may be controlled or varied.

55. Several electrically-propelled vehicles,

each having several driven axles and each delivered to said motors may be controlled or varied Without the use of resistances in the motor-circuits.

56. A generator located upon an electrically-propelled vehicle and whose field is separately excited, wires leading the said fieldcircuit upon another electrically-propelled vehicle, and means upon said latter vehicle by which the field of the generator can be controlled, substantially as set forth.

57. Several electric motors, each having a separately-excited field-winding, and means for simultaneously reversing the several motors, substantially as set forth.

58. Several electric generators, each having a separately-excited field-winding, and means for simultaneously reversing the said fields, substantially as set forth.

59. Several dynamo-electric machines, each having a separately-excited field-winding, means for simultaneously and similarly varying all of the said fields, and means for simultaneously and similarly reversing all of the said fields, substantially as set forth.

60. Several electric motors working on a common load, Whose armatures are supplied with current from a generator having a separately-excited field, and means bywhich the field of the generator can be varied and reversed for the purpose of varying the electromotive force and direction of the current through the motor-armatures, substantially as set forth.

This specification signed and witnessed this 21st day of January, 1901*.v

. H. \VARD LEONARD.

Witnesses:

FRANK L. DYER, ARCHIBALD G. REESE. 

